Motor-vehicle.



No. 703,30l. Patentedlune 24, I902.

P. POULSON.

MOTOR VEHICLE.

(Application flied Sept. 16, 1900.) Q60 Model.) 4 Sheets-Sheet I.

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No. 703,301. Patented June 24, I902.

P. POULSON.

MOTOR VEHICLE.

(Application filed Sept. 16, 1900.) (N o M u 11 9| 4 $haata$heat 2.

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Patented June. 24, 1902.

P POULSUN MOTOR VEHICLE.

(Application filed Sept. 16, 1900.)

4 Sheets-Sheet 3,

(No Model.)

No. 703,30l. Patented luna 24, I902.

P. PDULSON.

MOTOR VEHICLE.

ppli on filed Sept. 15, 1900.) (No lodal'.) 4 shoet's- -shoet 4,

i R "R2 is M566 1- WU 2.2a Team UNITED STATES PATENT OFFICE.

PETER POULSON, OF CHICAGO, ILLINOIS, ASSIGNOR OF TWVO-TI-IIRDS TO SIMON MAYER AND WILLIAM F. COREY, OF CHICAGO, ILLINOIS.

MOTOR-VEHICLE.

SPECIFICATION forming part of Letters Patent No. 703,301, dated June 24, 1902.

Application filed September 15, 1900. Serial No. 30,129. (No model.;

To all whom it may concern.-

Be it known that 1, PETER POULSON, a resident of Chicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Motor-Vehicles, of which I do declare the following to be a full, clear, and exact description.

The invention relates to the driving mechanism and to mechanism for controlling the speed and direction of travel of motor-vehicles.

The invention designs to provide simple, efficient, and improved driving mechanism 2'. e., mechanism for transmitting power from an engine or motor to the drive-wheels of the vehicle-and designed, further, to provide improved mechanism for controlling the speed and direction of travel of the vehicle.

The invention consists in the several novel features of construction hereinafter described,illustratedin the accompanying drawings, and more particularly defined by claims at the conclusion hereof.

In the drawings, Figure 1 is a plan view of a portion of a motor-wheel embodying the invention. Fig. 2 is a rear view, in side elevation, parts being omitted. Fig. 3 is a detail view, in vertical section, of a portion of the controlling mechanism. Fig. 4 is a View in central horizontal section through the driving mechanism. Fig. 5 is adetail view, partly in section and partly in elevation, of a clutch mechanism; and Fig. 6 is a view in central vertical section thereof.

A and A denote the traction-wheels, and a an axle, of amotor-vehicle. Bis asupporting-frame secured to suitable springs C, which are sustained by the wheel-axle. Frame 13 usually comprises a rear bar b,'a front bar 12 a transverse bar I), and side bars I) and b The supporting-frame is designed to sustain the body of the vehicle and the driving mechanism, and springs C serve as cushions to prevent the jolting of the body of the vehicle and the driving mechanism carried thereby. Within the supporting-frame B a frame D of rectangular shape is secured to bars I) and b by plates or brackets d. Frame D serves to sustain the gear mechanism in proper position and comprises front and rear bars d and d and.- side bars (Z and d". Said frame is formed of corresponding superposed sections, between which the several shafts of-the gear mechanism are journaled.

A motor or engine E is secured to and-supported by bars b and b of the supportingframe, and shaft 6 thereof is journaled in the bar (1 of the gear-supporting frame D. A pinion c is secured to the projecting terminal of the engine-shaft and serves to impart movement from the engine to the gear mechanism. A drive-shaft F and a counter-shaft G are journaled, respectively, in bearings f and g, formed in the side bars of the frame D. Shaft F has secured thereto a gear-wheel 21, intermeshing with pinion c on the engineshaft, and such gear-wheel and pinion drive the shaft F continuously. A series of friction-clutches H, H, and H are mounted on the drive-shaft F and are driven thereby. Such clutches are provided so the countershaft may be driven at different speeds or in either direction. Each of said clutches is formed with a projecting hub h, to which a drive-wheel is secured. These clutches are preferably of the construction shown in Figs. 5 and 6, and each comprises a disk or drum 77., having a hub h loosely mounted on a shaft, and an annular flange 71. A collar h is fixedly secured, as bya key 72 to the driveshaft F and within the drum h. Each collar is formed with a projecting ear or lug h carrying a stud h, whereon an annular frictionshoe h is pivotally secured. Shoe h is formed with lugs 71. having a slot h therein Whereinto stud h is extended. The friction-shoe is formed to fit within the flange 7L and is slightly flexible to permit expansion when the shoe is to be forced against the flange of the drum. A shifter-arm h is pivotally secured to the shoe, as at h, and is extended into position to engage the free end h of the shoe and force the shoe against the diskflange h The free end of the shifter-arm. 72 is provided with a screw 71. which en: gages a sliding bolt h, guided and held in the shaft D and collar h Within a bore f formed centrally in the drive-shaft, a shifterrod 22 is held in a manner free to slide. The shifter-rod 22 is provided with cam portions which force outwardly bolts or pinsh of each of the clutches, as will hereinafter be more f nlly described. Such cam portions serve to move the shifter-arms outwardly. The construction of the clutches H, H, and H is similar, and therefore it has not been deemed necessary to describe each in detail.

The operation of the clutches will be as follows: Assuming the clutch to be in normal position shown in Fig. 4, the shoe and disk-flange are out of engagement and the collar will not drive the disk and wheel secured thereto. The shifter arm h when shifted outwardly by bolt 71 will swing about its fulcrum h, engage the free end h, and spread the ends of the friction-shoe, and such spreading will expand the shoe and force it into firm contact with the inner face of the drum-flange. The clutch will then revolve with the shaft. During such shift slot 72. permits the shoe at its pivoted end to move outwardly. When the bolt h is withdrawn, the inherent elasticity of the shoe will cause theshoe to contract, retain the shifter-arm in engagement with the bolt, and return said arm to its normal position. Byscrew 72, the relative position of the arm and shoe and the position of the shoe in the drum may be adjusted to a nicety.

A series of clutches I, I, and I is mounted on counter-shaft G, and these clutches are all of the construction shown in Figs. 5 and 6, are arranged in alinement with, and correspond respectively to the clutches on the drive-shaft.

The counter-shaft G has secured thereto a sprocket -wheel 24, connected by chain 25 with a sprocket-wheel 26 on a counter-shaft 27, conveniently sustained beneath and by the supporting-frame B. The counter-shaft 27 has secured thereto at each end a sprocketwheel 28, connected with a sprocket-wheel 29 by a chain 30. A sprocket-wheel 29 is secured to each of the traction-wheels A and A. It will be understood that when the countershaft G is driven the sprocket-wheel 24, chain 25, sprocket-wheels 2G, shaft 27, sprockets 28, chains 30, and sprocket-wheels 29 will drive the traction-wheels A and A in corresponding direction and speed.

The gear mechanism serves to drive the vehicle at different speeds and in either direction, as may be desired. In a bore 31 in shaft G a shifter-rod 32 is held in manner free to slide. Rod 32 is provided with a raised portion or cam-surface for each of the bolts h of the clutches on counter-shaft G. Shifterrod 22 in drive-shaft F is also provided with a cam-surface for each of the bolts 71 of the clutches on shaft G. To effect a conjoint shift of the shifter-rods 22 and 32, they are connected by a bar or frame 33, to which each of the rods is secured in a manner which will permit revolution therein and will cause these rods to move longitudinally therewith.

A sprocket-wheel 34 is fixedly secured to the hub of clutch H, and said Wheel is connected with a sprocket-wheel 36, secured to the hub of clutch I on counter-shaft G by a chain 35. Sprocket-wheels 34 and 36 are designed to drive the vehicle at low speed. Shifter-rod 22 is provided with a cam 37 for shifting the bolt 71. of clutch II outwardly, and shifter-rod 22 is provided with a cam 38 for simultaneously shifting the bolt h of clutch I outwardly. When such bolts have been shifted outwardly, the clutches II and I will revolve with the shafts F and G, respectively, and movement will then be imparted by the shaft F, clutch H, sprocket-wheel 34, chain 35, sprocket-wheel 36, and clutch I to the counter-shaft G. The vehicle will then be driven at high speed.

A small sprocket-Wheel 39 is secured to the hubof clutch H and is connected by chain 40 with a large sprocket-wheel 41, secured to the hub of clutch I. Shifter-rod 22 is provided with a cam 42, arranged to engage and move the bolt h of clutch H outwardly, and shifter-rod 32 is provided with a corresponding cam 43, arranged to simultaneously shift the bolt h of the clutch I outwardly. When the said bolts have been shifted outwardly, movement will be imparted by drive-shaft F, clutch H, sprocket wheel 39, chain 40, sprocket-wheel 41, and clutch I to countershaft G. Such mechanism will then drive speed.

A pinion 44 is secured to clutch H on shaft G, which meshes with a gear-wheel 45, secured to the hub of clutch I on counter-shaft G. Shifter-rod 22 is provided with a cam 46, arranged to shift bolt h of clutch H and shifter-rod 32 is provided with a corresponding cam 47, arranged to engage and simultaneously shift bolt h of clutch I \Vhen such bolts. have been shifted outwardly, driveshaft F will impart movement by clutch H pinion 44, gear-wheel 45, and clutch I to the counter-shaft G in reverse direction, thus causing the vehicle to be driven in reverse direction.

It will thus be seen that the vehicle can be driven at different speeds and in reverse direction. The cams on the shifter-rods 22 and 32 are usually formed by fitting a rod within the bore of the shaft, reducing portions thereof, and forming intermediate tapering portions, which shift the bolts, and leaving straight portions whereon the bolts will rest when they have been shifted outwardly. It will also be understood that these cams are arranged to engage and shift the clutch-bolts successively. Atthe initial shift of the shifter-rods 22 and in the direction of the arrows in Fig. 4 the cams 42 and 43 will shift the bolts 71 of the clutches H and I and cause said clutches to be driven by driveshaft F, resulting in the propulsion of the vehicle at low speed. The further shift of said rods will cause the cams 42 and 43 to release the bolts h of said clutches and then shift the bolts h of the clutches II and I to cause said clutches to drive the vehicle at high speed. A reverse shift of the shifterrods-21 e., in the direction opposite to that of the arrows from the normal p0sitionwill cause the cams 46 and 47 to simultaneously shift the bolts h of the clutches H and l and cause the vehicle to be driven backwardly.

The controlling mechanism consists of a hand-wheel 48, secured to a vertical sleeve or standard 49, which is mounted within convenient reach of the operator and suitably journaled in the main frame B. At its lower end the sleeve 49 has secured thereto a small sprocket-wheel 50, around which is trained a chain 51, which is also extended around a sprocket-wheel 52. A stud or shaft 53 is secured in a bearing 54, formed on the frame D, and on such shaft apinion 55 and sprocket wheel 52 are journaled. Pinion 55 and sprocket 52 are secured to rotate together. A toothed rack-bar 56 is secured to connector 33, and with which pinion 55 engages. When the hand-wheel is turned by the operator, movement in corresponding direction will be imparted by sprocket Wheel 50, chain 51, sprocket-wheel 52, pinion 55, rack-bar 56, and connector 33 to the shifter-rods 22 and 32. A shaft 57 is extended through sleeve 49 and has a hand-wheel 58 secured thereto, which is usually employed to control brake mechanism of usual construction.

The operation will be as follows: Assum ing the parts to be in the position shown in Fig. 4 of the drawings and the engine E in operation, movement will be transmitted by pinion e and gear-wheel 21 to the drive-shaft F. When in such position, the shoes h of the clutches will be out of engagement with the rims k of the clutches. The operator will then shift the controller lever or wheel 48 an indicated distance, and such shift will correspondingly shift the shifter-rods 22 and 32, as hereinbefore described. Assuming these rods to have been shifted into position to bring cams 42 and 43 to force the bolts 77, 0f the clutches h and t" outwardly, the shoes of said clutches will engage the rims of said clutches and cause movement to be transmitted from the drive-shaft F by clutch H, sprocket-wheel 39, chain 40, sprocket-wheel 41, and clutch I to the counter-shaft G, which will then impart movement to the traction-wheels A and A, as hereinbefore described. If the operator further shifts the controller in the same direction, cams 42 and 43 will pass beyond the bolts h of the clutches H and 1, thus releasing such clutches, and cams 37 and 38 will engage and force outwardly the bolts 'h of clutches H and I and cause the shoes of said clutches to engage the rims thereof. Movement will then be transmitted from drive-shaft F by clutch H, sprocket 34, chain 35, sprocket 36, clutch I, and counter-shaft G to the traction-wheels of the vehicle, thus causing the vehicle to be driven at a higher speed. When the controller is returned to normal position, the shifter-rods 22 and 32 will also be returned to normal position and the shoes of such clutches as may have been in engagement with the clutch-rims will be released therefrom. If the operator desires to propel the vehicle backwardly,'hewill turn the controller wheel in reverse direction, thereby causing the cams 46 and 47 of the shifter-rods 22 and 32 to engage and force outwardly the bolts h of the clutches H and 1 Movement will then be imparted by shaft G, clutch H pinion 44, gear 45, clutch I and shaft G to the traction-wheels, the resultant movement being a reverse or in a backward direction.

Thus it will be seen that the vehicle can be driven at different speeds and in reverse direction and can be easily controlled by the op-- erator.

The invention provides a simple, durable, and efficient construction. It will be understood that if it is desired a greater number of difierent speeds may be had by adding clutches and gear mechanism in corresponding numbers.

The construction shown and described may be varied by the skilled mechanic without departing from the spirit of the invention and is not to be understood as restricted thereto unless specifically defined in the claims.

Having thus described the invention, what I claim as new, and desire to secure by Letters Patent, is-

1. In a motor-vehicle, the combination with a motor or cngine,one or more traction-wheels, and a frame or support, of mechanism for transmitting movement to said wheel or wheels, comprising a drive -shaft, a counter-shaft, gear mechanism connecting said shafts, and clutches each having two members, a shifter-rod extended longitudinally and centrally in each of said shafts, for effecting the shift of one of each of clutch members, and controlling mechanism for effecting the simultaneous shift of said shiftrods.

2. In a motor-vehicle, the combination with a motor or engine,one or more traction-wheels,

and a frame or support, of mechanism for transmitting movement to said wheel or wheels, comprising a drive-shaft, a countershaft, gear mechanism connecting said shafts and clutches each having two members, a shifter-rod extended longitudinally and cen trally in each of said shafts, a cam on each of said rods for effecting the shift of one of each of said clutch members, and controlling mechanism for effecting the simultaneous shift of said shifter-rods.

3. In a motor-vehicle, the combination with a motor or engine,one or more traction-wheels, and a frame or support, of mechanism for transmitting movement to said wheel or wheels, comprising a drive-shaft, a countershaft, a series of clutches on said drive-shaft, a corresponding series of clutches on said counter-shaft, independent gear mechanism intermediate said clutches, each of said clutches having twomemhers, a shifter-rod IIO wheels, comprising a drive-shaft, a countershaft, a series of clutches on said drive-shaft, a corresponding series of clutches on said counter-shaft, independent gear mechanism intermediate said clutches, each of said clutches having two members, a shifter-rod extended longitudinally through each of said shafts, cams on said shifter-rods for effecting the shift of one of each of said clutch members, and mechanism for controlling said shifter-rods.

5. In a motor-vehicle, the combination with a motor or engine,one or more traction-wheels, and a supporting-frame of driving mechanism comprising a drive-shaft, a clutch composed of a collar fixedly held on said shaft, a flanged drum whereto a gear or sprocket is secured, a slightly-flexible shoe within said flange and connected with said collar by a pin or stud and slot adjacent one end of said shoe, and a pivoted arm arranged to engage both ends of said shoe to cause its expansion, said collar being arranged within said shoe, and mechanism for shifting said arm.

6. In a motor-vehicle, the combination with a motor or engine,one or more traction-wheels, and a supporting-frame,of driving mechanism comprising a drive-shaft, a clutch composed of a collar fixedly held on said shaft,a flanged drum whereto a gear or sprocket is secured, a slightly-flexible shoe within said flange and pivoted to said collar, and an arm pivotally secured to one end of said shoe and arranged to engage the other end of said shoe to cause its expansion,and mechanism for shifting said arm.

7. In a motor-vehicle, the combination with a motor or engine,one or more traction-wheels, a supporting-frame, and gear mechanism for imparting movement to said wheel or wheels, comprising a clutch, of mechanism for controlling said clutch comprising a plurality of shifter-rods, a connector, a rack, a pinion, a pair of sprocket-wheels and chain, a shaft and a controller-lever secured thereto.

8. In a motor-Vehicle, the combination with a motor or engine,one or more traction-wheels, and a frame or support, of mechanism for transmitting movement to said wheel or wheels, comprising a drive-shaft, a countershaft, a series of clutches on said drive-shaft, a corresponding series of clutches on said counter-shaft, independent gear mechanism intermediate said clutches, each of said clutches having two members, a shifter-rod extended longitudinally through each of said shafts for efiecting the shift of one member of each of said clutches, and suitable mechanism for controlling said shifter-rods, coinprising a connector, a rack and pinion and a hand wheel or lever.

9. In a motor-vehicle, the combination with a motor or engine,one or more traction-wheels, and a supporting-frame, of driving mechanism for imparting movement to said Wheel or wheels comprising a drive-shaft, a countershaft, a series of clutches on said drive-shaft, a corresponding series on said counter-shaft, gear mechanism connecting the corresponding clutches on said shafts, each of said clutches comprising a collar fixedly held on a shaft, a flanged disk or drum whereto a gear or sprocket Wheel is secured, a slightly-flexible shoe within said flange and pivoted to said collar, and an arm arranged to engage the ends of said shoe to cause its expansion, and controlling mechanism comprising a shifter-rod extended centrally through each of said shafts, a connector for said rods and a controller wheel or lever connected with said connector.

10. In a motor-vehicle the combination with a motor or engine,one or more traction-wheels, and a supporting-frame, of driving mechanism for imparting movement to said wheel or wheels comprising a drive-shaft, a countershatt, a series of clutches on said drive-shaft, a corresponding series on said counter-shaft, gear mechanism connecting the corresponding clutches on said shafts, each of said clutches comprising a collar fixedly held on a shaft, a flanged disk or drum whereto a gear or sprocket wheel is secured, a slightly-flexible shoe within said flangeand pivoted to said collar, and an arm arranged to engage the ends of said shoe to causeits expansion, and controlling mechanism comprising a shifter-rod extended centrally through each of said shafts, a connector for said rods, a rack and pinion and a controller lover or wheel connected therewith.

PETER POULSON.

Witnesses:

FRED GERLACH, WM. F. COREY. 

